Four-cycle balanced-valve engine



April 21, 1931. c, PETERSON 1,801,367

' FOUR-CYCLE} BALANCED VALVE ENGINE Filed March 14, 1928 2 Sheets-Sheet 2 Fatented Apr. 21, 1931 ADGIQPEE C. PETERSGN, OF MINNEAPOLIS, MINNESOTA FOUR-CYCLE BALANGED-VALVE ENGINE Application filed March 14, 1928. Scria1 No. 261,682.

My invention relates to internal combus- :ion engines and particularly to a form of four cycle engine having certain balanced valve features wherefore it is called four 5 cycle balanced valve engine.

The principal objects of my invention are to provide an internal combustion engine utilizing a rotary valve which engine shall be simple in construction, durable in use, and

cheap in manufacture and which shall have the advantages inherent in a rotary valve while obviating certain of the difficulties of such rotary valve engines. A particular object is to provide a form of rotary valve which shall under all conditions of operation, as for instance under all pressures be closely seated upon its valve seat without thereby presenting difliculty in use or unreasonable wear. An object is to provide a rotary valve means which shall have a special pressure applying means which seats it properly upon its seat during rotation. An object is to provide a rotary valve means which shall be constantly adjusted to its seat so that always a close union and gas tight union is provided under rotation. An object is to provide a rotary valve means which has a particular pressure distributing means for varying the pressure for seating of the valve according to the pressure in the engine cylinder to which the valve is related. -An object is to provide a particular form of pressure distributing means for balancing valves upon their seats. In general the object is to provide an improved valved engine particularly of the four cycle internal combustion engine variety, it being noted that the valve means may be applied to two cycle engines or any form of engine.

In the accompanying drawings which illusirate my invention like characters refer to like parts throughout the several views. The

principal devices and combinations of devices comprising my invention are as hereinafter described and as defined in the claims.

Referring to the drawings:

Figure 1 is a view chiefly in vertical section through the axis of the crank shaft of an engine embodying my invention, some parts being shown in full side elevation.

Figure 2 is a view chiefly in vertical section at right angles to the section of Figure l on the line 11- 11 of Figure 1.

F lgure 3 1s a view chiefly in vertical section at right angles to the section of Figure 1 on the line TIL-III of Figure 1. I

Figure 4 is a view in side elevation showing diagrammatically the sprocket chain 35 and its relation to its sprockets.

A section on the line IV-IV of Figure 1 would be substantially the same as that of Figure 2, with exception that in the one section, that on line IVIV, the clutch shaft 37 would appear and in the other it would not.

The Fig. 2 shows the relation of the valve passages 41 to ports 42 and 43 particu larlv and is not intended to show the relation of the shafts.

Referring again to the drawings, the numeral 1 indlcates a crank case, 2 the englne cylinders, 3 the crank shaft, 4 the connecting hereinafter described.

The space of each valve space 7 above its lower half is bored or formed somewhat larger in its diameter for the purpose hereinafter described. Each valve space 7 has at its central portion an enlarged space 8 surrounding the valve space transversely of the latter and formed in the cylinder head.

There is also an open space 9 between the two portions of the cylinderhead wherein the valve spaces are bored for the accommodation of the sprocket wheel hereinafter described.

Each valve space 7 accommodates one cylindrical valve 10 related to its cylinder 2. 'Each cylindrical valve, 10 is substantially as long axially as its cylinder 2 related to it is wide in its diameter.

Each valve 10 at its central portion, that is mid-way of its length is machined as shown so that it forms the central bearing of two rows of ball bearings 11, 12, respectively.

The two rows of ball bearings,11,12, of each valve have related exterior races formed of two parts 13, 14 one of which is screwed into the other as shown to form a complete race for the double row ball 6 bearing constituted by the balls 11, 12, and parts 13, 14. The exterior race 13, 1a has formed integrally with one of its parts or secured thereto a semi-spherical bearing 15 which is socketed in a counterpart semi- 10 spherical part 16, the latter formed integral ly in a so-called pressure-piston 17. Each valve 10 has its ball bearing and semi-spherical bearing and pressure piston 17. The two pressure pistons 17 are respectively re- 15 ciprocable within pressure-cylinders 18, each of which is'formed integrally with or secured to its related part of the cylinder head 6.

' The twmpressure pistons 17 each forms a with its related'pressure cylinder 18 a com= 20 pletely enclosed space'19 which has no communication exteriorly of it except through a related conduit 20. The two conduits 20 form independent "communication of its space 19wit h two ports 21, and 22 respective. ly,ias to the:0ne space 19 and with twoports 23, 24 respectively as to the other space 19."

Thus the enclosed space of each pressure cyl-" inder" 18 has communication only with its related two ports. Theports are formed in a distributor casing 25 which is divided 'into two chambers, A and B, respectively, by

a rotatable cylindrical distributor valve '26. The distributorrvalve 26 on one side of the in the related valve 10 whereby the clutch shaft is clutched with the valves 10 so that the valves 10 are rotated with the clutch shaft 37 but so that the clutch shaft may have some universal jointed action relatively to the valves 10.

The relation of the sprocket wheels described issuchthat the distributor valve 26 is revolved at one half the speed of the crank shaft 3 and so that the clutch shaft and valves 10 are revolved at one sixth the speed of the crank shaft 3. Each valve 10 is related to one cylinder and has on each side of its central portion three depressions or gas passages e1 each of which is of such a length circumferentially L of a the valve as; to provide the inlet andexhaust'communication hereinafterdesc'ribed. The threesolid. portions of the valve10 between the gas passages 41! are of such lengthlthat they'close 'the cylinder ports .during the compression] and exhaust strokesovhioh occur during each of. those periods when the solid portions: pass oven. 1 the cylinder" port-s.

; The cylinder head has formed in the trans 90 verses plane of each set of depressionsam exhaust por tl42and an inlet port 43, thus each "cylinder 21has two inlet and'two exhaust ports-,one paiig'an inletatndan exhaustyport in the transverse plane of its-relatedx-gasapas 5 sages 41 of the related valve 10:1Thecross sectionaal area: of; the inlet and exhaust ports is such that they are relatively long in the direccentral wall 27 whereby it divides the casing v tor port 29. The ports 28, 29 are located at:

substantially 'diametrical' opposite portions of the distributorvalve 26 but they need not be' of the same length, their length being ac-* cording to the timing and particularly according to the need for pressure distribution- "abl "of" oodzflowin ualit or'an ili uid The distributor valve 26 is'secured to'and y g g q y y rotates witha sprocket shaft 30 which isro- 'tatably mounted on a horizontal axis nearly on-the level of the cylinder head (5.; The

drivenby'crank shaft 3.: The pump 46 is as hereinafter described.

crank shaft 3. The sprocket shaft30 has at its opposite end a sprocket wheel 34 whereby through the chain 35 it drives a sprocket,

wheel 36 which latter is formed integrally 55 with a so-called clutch-shaft 37. a The clutch tion of the axis of thevalve 10 at the point of contact with the; valve 10. The' inlet ports shaft 37 has its sprocket wheel 36 and at its r may rhave I an: inlet manifold attached "from which: gas is drawndrom a related carburetor 'ibut themanifold alnd' carburetor is :notshown for the sake ofsirmplicity inthe-drawingiand as they-arenot other than as commonlyused. 106

from a condruit 44 which in: turn may receive 'liquid' from a receiverifi and from an oil of liquidwpump 46. The pump 46 is driven-by eccentric'a'od 47 and eccentric 48 the *latter adapted to. deliver liquid under apressure of say five hundred pounds;umoreor least (19 4 peneding'on the construction andon the relative'size ofrthe' parts." Preferably a large pressure of more than five hundred pounds say seven' or eight hundred poundsma-y be used in order that the pressurerparts may b zo smaller.

The pump-46 receives liquid from the tank "49 which latterzcontains a surplus of liquid each valve 10 abuts against the interior transverse wall 40 of the valve as shown whereby "the clutch shaft 37 is maintained in its location longitudinally. The spur-clutches 38, 39

and also -recei-ves liquid as it overflows through a spring controlled valve 50'f10111' conduit 51 from chamber B of the distributor casing. lThespring- 52 is such as to prevent release of liquid from chamber B except when the pressure of liquid in chamber B exceeds say fifty or one hundred pounds.- Tlrwtwo lfio pressure pistons 17 should be so fitted or have such leather or other packing that there may be substantially no leakage or very little leak age past the pressure pistons. Any means of delivering lubrication to the valves 10 may be provided, it being contemplated that any pressure means for positively delivering lubrication thereto will be provided as commonly done in such rotary valve engines.

In the use of my engine the crank shaft is given initial rotation in any way and when so rotated the liquid is delivered under pressure to the chamber A and under rotation the inlet ports will receive carburetted air or gas, or air. As the distributor valve 26 rotates, first one conduit 20 will be connected with chamber A and then the other, and conduits 20 will alternately be connected with chamber A and also will be alternately connected with chamber B. Thus spaces 19 will be alternately connected with chambers A and B. The connection with chamber A will be during the compression and expansion strokes of the related working cylinder and thus during the time that the valve 10 closes the related inlet and exhaust ports of the cylinder 2. The connection with chamber B will be during the exhaust and inlet strokes and thereby there will be only the low pressure of say fifty or one hundred pounds in the pressure cylinder related to the valve 10 during that period when there is low pressure in the related cylinder 2. Thus there will be the high pressure of say five hundred or more pounds, or eight hundred pounds as necessary during the working and compression strokes when the pressure in the cylinder 2 is great. The ports of the distributor valve may be of such form that the pressure is gradually released into the related pressure cylinder during the compression stroke of the related cylinder 2 whereby the pressure or the pressure piston 17 upon its valve 10 willbe gradually increased according to the increase of the pressure in the cylinder 2. The pressure pistons 17 have substantially no movement-except that necessary to make up for the closer contact of the valve 10 or the exudation of the lubricating fluid under the greater pressure. But it is to be noted that the device should be so constructed and proportioned that the pressure of the pressure piston is always balanced except for a certain amount of pressure by the pressure in the cylinder 2, that is the increase of pressure in the cylinder balances the increase of the pressure in the pressure cylinder 18 whereby the pressure of contact of the valve 10 with its seat does not increase except to a minor extent during the compression and working strokes. The pressure is thus alternated upon its valve 10 by the distributor valve 26 and the pressure is taken by the double row ball bearing so that no great increase of the friction occurs, and so likewise 5 no great increase of the friction between the valve 10 and its seat occurs because the in creased pressure is somewhat balanced.

My device may be used for two cycle engines or other than internal combustion en gines and it may be constructed in various forms. While I have shown particular devices and combinations of devices in the illustration of my invention I contemplate that other detailed devices and combinations of devices may be used in the realization of my invention without departing from the spirit and intent of my invention.

WVhat- I claim is V 1. In anengine, a cylinder and cooperating piston, a port in the cylinder wall, a valve rotatable adjacent to the wall of the port and adapted to efiect periodic opening and closing of the port, a bearing part, in combination with a fluid pressure chamber and related piston movable relative to the fluid pressure chamber, a ball and socket joint between the piston and the bearing part holding the valve in conjunction with the wall of the port, and means whereby fluid under pressure is delivered to the fluid pressure chamber.

2. In an engine, a cylinder and cooperating piston, a port in the cylinder wall, a valve rotatable adjacent to the wall of the port and adapted to efl'ect periodic opening and close ing of the port, a bearing part, in combination with a fluid pressure chamber and related piston movable relative to the fluid pressure chamber, a ball and socket joint between the piston and the bearing part holding the valve in conjunction with the wall of the port, and means whereby pressure of fluid in the fluid pressure chamber is high during periods of high pressure in the cylinder and is low during periods of low pressure in the.

cylinder.

3. In an engine, a cylinder and cooperating piston, a port in the cylinder wall, a valve rotatable adjacent to the wall of the port and adapted to effect periodic opening and closing of the port, rolling bearing members in contact with a race on the valve and an exterior race on the rolling bearing members, in combination with a fluid pressure chamber and related piston movable relative to the fluid pressure chamber, and adapted to impart pressure of the piston of the fluid pressure chamber by the exterior race to the valve, and means whereby pressure is maintained in the fluid pressure chamber.

4. In an engine, a cylinder and cooperating piston, a port in the cylinder wall, a valve rotatable adjacent to the wall of the port and adapted to effect periodic opening and closing of the port, rolling bearing members in contact with a race on the valve and an exterior race on the rolling bearing members, in combination with a fluid pressure chamber and related pressure piston movable relative to the fluid pressure chamber, and adapted to impart pressure of the pressure piston to the waive through :the vexterior race and means whereby pressure of fluid in the fluid pressure chamber is high during periods of high pressure in the cylinder and is low during periods i low pressure, in the cylinder.

' 5.- A pluralityof cylinders and cooperating pistons, each cylinder having a port, a Immble 'valve on its seat related to each cylinder and-itsport, rolling bearing memhere in conta ct with a race related severally to we'achnvalve and an exterior race related to each valves rolling'bearing members, pressure means impartinghpressure to each exte- -,.ni0r,'-race and to the valve'on its seat, and E ab e-drivingmeans havinguniversal drivdng connection with each valve.

1 In vWitDQSSWhQ/IQOf I have hereunto set my -hmdthis28thday of August, 1927.

ADOLPHE C. PETERSON. 

